BRPI0509594B1 - System for collecting and method for providing information relating to the operation of a wheel on a hollow axis of a moving vehicle - Google Patents

Abstract

anti-skid control unit and data collection system for vehicle braking system. The present invention relates to a wheel speed transducer that includes a magnetic device associated with a wheel and a sensor device associated with the wheel axle that provides indicative data on wheel speed. A processor located on the axle receives the wheel speed data and processes it to perform the anti-skid control functions. Speed data is stored in a data concentrator also associated with the axis. A tire pressure sensor, a brake temperature sensor and a brake torque sensor, each associated with the wheel, send data to the processor on the axle for storage in the data concentrator. a transmit antenna associated with the axle and in communication with the data hub transmits the stored data to a receive antenna associated with the wheel. A data port on the wheel and in communication with the receiving antenna provides an interface to an external device for receiving the data.

Description

Report of the Invention Patent for "COLLECTION SYSTEM AND METHOD FOR PROVIDING INFORMATION RELATING TO THE OPERATION OF A WHEEL ON A MOVING VEHICLE".

BACKGROUND OF THE INVENTION FIELD OF THE INVENTION

[001] The present invention relates generally to vehicle braking systems, and more specifically to an anti-skid system that controls the deceleration of vehicle wheels and collects information regarding the operation of the vehicle braking system.

DESCRIPTION OF RELATED TECHNIQUE

[002] Non-slip braking systems have been provided on commercial and large turbine aircraft to assist in aircraft deceleration upon landing. Modern non-slip systems typically optimize braking efficiency by adapting to runway conditions and other factors that affect braking to maximize deceleration, corresponding to the pilot's selected brake pressure level. In conventional non-slip braking systems, the brakes are typically mechanically applied through a pilot regulating valve. As soon as the wheel brake pressure approaches the skid level, such as when an initial skid is detected, the anti-skid control system is initialized.

[003] The electronic control subsystems of an anti-slip control system are typically located in the airplane's electronic equipment bays along with various other airplane electronic systems. Although located at a distance from the landing gear, the operation of an anti-skid control system is based on measurements of sensors located within the landing gear. One such sensor is a wheel speed transducer. The wheel speed transducer provides a signal indicative of wheel speed. Wheel speed transducer measurements are fed to the anti-skid control system through a complex and extensive aircraft wiring network where they are processed by an anti-skid control unit to produce a wheel speed signal. The wheel speed signal is further processed to control an anti-slip valve located downstream of the regulating valve.

Other sensors may be located inside the landing gear to assist in the anti-skid control process. For example, an accelerometer may be used to adjust the reference speed of the anti-skid control system to make the reference speed immune to wheel speed variation caused by train shifting or bias of the bogie. In addition to the anti-skid control system sensors, additional sensors such as brake temperature sensors, tire pressure sensors and torque sensors may be located within the landing gear. These sensors provide us with beneficial measurements for analyzing the condition of the landing gear components to determine, for example, the degree of tire wear and brake shoe wear. Measurements of these sensors may also prove to be useful in monitoring pilot performance. For example, understanding the landing performance of a specific pilot can be gathered from brake temperature and wheel torque data. All of this data is useful in monitoring the life cycle of the brake system and landing gear components and in assessing their operating cost.

The data provided by these sensors is typically recorded in a data hub located in an electronics bay at a substantial distance from the wheel. As such, data from these sensors must also pass through an extensive aircraft wiring network. . The need for long sensor wire lengths for both the anti-skid control unit and the data hub tends to increase the cost and weight of the airplane. Data collection from the data concentrator requires access to the data output conducting bars of electrical equipment bays. This is often inconvenient for the landing gear maintenance staff, since the data concentrator is located at a distance from the landing gear itself.

With this, those skilled in the art have recognized the need to provide an anti-skid control system and data concentrator that is less dependent on complex and extensive aircraft wiring and is easily accessible to landing gear maintenance personnel. . The invention meets these needs and others.

SUMMARY OF THE INVENTION

In summary, and in general terms, the invention is directed to a system for collecting information relating to the operation of a wheel on an axle of a moving vehicle. The system includes a processor that is associated with the shaft and is either mounted within the shaft or around the outside of the shaft. The system also includes a wheel speed transducer that is adapted to provide wheel speed data to the processor. A data hub, also located either on or around the axis of the shaft, stores wheel speed data over a period of time. The system further includes a means for downloading operating information including the data concentrator wheel speed data.

In a detailed facet of the system, the wheel speed transducer includes a magnetic device associated with the wheel and a sensor device associated with the axle. The sensor device is adapted to detect the magnetic field produced by the rotation of the magnetic device and output signals to the processor. As such, the system detects wheel speed without direct contact between the rotating and stationary parts. The output signals of the magnetic sensor are the wheel speed data signals. These signals are used by the processor to perform anti-skid control functions. By positioning the anti-skid processor on the shaft as opposed to the electronics bay and close to the wheel speed transducer, the invention substantially reduces the cost and weight of the anti-skid control system by eliminating the need for large quantities. of airplane wiring between the transducer and the processor.

In other detailed aspects of the invention, the system includes one or more additional sensors for providing additional operating information data to the processor for storage in the data concentrator. For example, a tire pressure sensor may be included to provide tire pressure data. Such a tire pressure sensor may include a transmission device with a pressure sensor at one end communicating with the interior of the tire and a transmission antenna at the other end to transmit the pressure sensor signals. The sensor may further include a receiving device in communication with the processor that is adapted to receive signals from the transmitting antenna. In more detail, the transmission device is associated with the axle while the receiving device is associated with the wheel. Using a transmitter and receiver pair as such allows data to pass from inside the spinning wheel to the processor within the stationary axis. Other possible sensors for use with the system include brake temperature sensors and brake torque sensors. Again, by positioning the processor on the axis and close to the pressure, temperature and torque sensors, the invention substantially reduces the cost and weight of the system by eliminating the need for large amounts of airplane wiring that typically runs between the two. sensors and the processor.

In another aspect, the means for downloading the operating information from the data concentrator includes a receiving antenna on the wheel and a transmitting antenna on the axle. The transmitting antenna is in communication with the data hub and transmits the operating information data to the receiving antenna which is in communication with a data port. An external device may be connected to the data port to unload data from the data concentrator. Access to operating information data directly on the wheel provides more efficient and convenient data collection.

These and other aspects and advantages of the invention will be apparent from the following detailed description and accompanying drawings which illustrate by way of example the features of the invention.

BRIEF DESCRIPTION OF DRAWINGS

Figure 1 is a schematic block diagram of a vehicle anti-skid system configured in accordance with the invention including vehicle axle anti-skid control units and data concentrators for storing system operating data;

Figure 2 is a block diagram of the interior of a vehicle tire and axle showing the configuration of the anti-skid control units of Figure 1 including various sensors for collecting wheel operation data; and [0014] Figure 3 is a schematic block diagram of the anti-skid control function and various other sensor functions incorporated in the anti-skid control unit of Figures 1 and 2.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Referring now to the drawings, in which reference numerals denote corresponding equal parts throughout all the figures, and specifically to Figure 1, a schematic block diagram of an anti-skid system 10 configured according to FIG. present invention. Although shown within the context of an airplane landing gear, the use of system 10 is not limited to aircraft and can be used on other non-aircraft vehicles such as trains, trucks and automobiles.

As shown in Figure 1, the anti-skid system 10 includes a left outer anti-skid unit 12, a left inner anti-skid unit 14, a right inner anti-skid unit 16 and a right outer anti-skid unit 18. Each Antiskid 12, 14, 16, 18 is associated with one of the four wheels 20, 22, 24, 26 of the airplane landing gear. Details of the anti-skid units 12, 14, 16, 18 are provided below. Antiskid system 10 also includes the left and right external non-slip valves 28, 30 and the left and right internal non-slip valves 32, 34. Antiskid valves 28, 30, 32, 34 receive control signals 36a from their respective anti-skid unit 12, 14,16, 18. Based on these control signals 36a, the anti-skid valve 28, 30, 32, 34, which operates in conjunction with the left and right pilot throttle valves 29, 31, controls the deceleration of its associated wheel 20, 22, 24, 26. The left and right rider throttle valves 29, 31 are controlled by the left and right rider pedals 33, 35 and the co-pilot pedals 37, 39. Although shown in use with a hydraulic brake system, the anti-slip system -gem can be used in conjunction with an electric brake system.

System 10 further includes the left and right reciprocating non-slip valves 38, 40. The reciprocating non-slip valves 38, 40 are installed in a separate hydraulic system to control the brake pressure in the event that the hydraulic brake system normal fail. If the normal brake system fails, the alternate brake system is activated. The left reciprocating non-slip valve 38 receives control signals 36b from each of the left-hand anti-skid units 12, 14 while the right reciprocating non-slip valve 40 receives control signals 36b from each of the non-skid side units 16, 18. Left and right VDC power supplies 28 (not shown) feed left and right anti-skid units 12, 14, 16, 18. Anti-skid units 12, 14, 16, 18 transmit the same command non-slip valves for both standard and alternative non-slip valves.

The anti-skid system 10 further includes one or more data concentrators 48, 52. The data concentrator 48, 52 includes a memory device configured to collect and store wheel operation information from the anti-skid units 12, 14. 16, 18. In one embodiment, system 10 includes a left data concentrator 48 for collecting and storing data from left-hand anti-skid units 12, 14 and a right data concentrator 52 for collecting and storing operation information from the the anti-skid units 16, 18. The data concentrators 48, 52 interface with the anti-skid units 12, 14, 16, 18 along their respective data conductor bars 50, 54 and the information system of the 42 along the respective data conductor bars 44, 46. Data stored in the data concentrators 48, 52 can be obtained through the information system 42. Alternatively, as the As described in more detail below, data can be accessed through a data port located on the wheel.

In a preferred embodiment of the invention, data concentrators 48, 52 are positioned within axis 56 along with anti-skid units 12, 14, 16, 18. Although shown in Figure 1 separate from anti-skid units 12, 14, 16, 18, data concentrators 48, 52 may be incorporated into one of the left and right anti-skid units. For example, the left data concentrator 48 may be located inside the left outer antiskid unit 12 while the right data concentrator may be located inside the right outer antiskid 18. The location of the data concentrators on the external antiskid units 12, 18 provides easy access to data through a data port on the left and right outer wheels 20, 26.

Referring to Figure 2, each anti-skid unit 12, 14, 16, 18 is associated with an axis 56 of the airplane landing gear. For landing gear that has 56 hollow shafts the anti-skid units 12, 14, 16, 18 are mounted within the shaft. Alternatively, for solid shafts (not shown), anti-skid units 12, 14, 16, 18 may be installed around the outside of the shaft and contained in a hermetically sealed housing. Housed within each anti-skid unit 12, 14, 16, 18 is a microprocessor 58 programmed to provide the anti-skid control functions and data collection functions described further below with reference to Figure 3.

With continued reference to Figure 2, also housed within each anti-skid unit 12, 14, 16, 18 is a sensor 60 for detecting the magnetic fields of a rotating magnetic device 62 located within the wheel cap 64. The device 62 and sensor 60 form a wheel speed transducer 65 as described in US Patent No. 6,690,159, entitled Position Indication System, assigned to Eldec Corporation, the disclosure of which is hereby incorporated by reference. . The wheel speed transducer 65 detects the wheel speed without any direct contact between the rotary magnetic device 62 and the stationary sensor 60 and provides the wheel speed data required by the microprocessor 58 anti-slip control function.

Referring to Figure 3, the output of the wheel speed transducer 65 is inserted into a speed converter 66 where it is converted to rotating wheel speed data. The output of speed converter 66 is compared to a desired reference speed in speed comparator 68 to generate wheel speed error signals indicative of the difference between the wheel speed signals of each brake wheel and the speed signal. 82. The output of speed comparator 68 is referred to as a slip speed or velocity error (e). Speed error signals are set by a pressure modulator control means (PBM) integrator 70, transient control means 72, and compensation network 74, the outputs of which are summed at the junction of sum 76 to provide an anti-slip control signal 36a, 36b. The non-slip control signal 36a, 36b is inserted into its associated anti-slip valve 28, 30, 32, 34 and the alternate anti-slip valve 38, 40 to thereby control vehicle deceleration. Antiskid control signal 36a, 36b may also be inserted into a data collector / interrogator 78 which in turn transfers the control signal to data concentrator 48, 52 for use.

The data collector / interrogator 78 is programmed to collect wheel speed data by sampling speed converter 66 during certain times, for example during takeoff and landing of the plane, time stamping the data and sending them to data concentrator 48, 52 for storage. By recording data as a function of time, the unit keeps a record of take-off and landing characteristics of braking system and landing gear components and pilot performance. For example, during takeoff, the data provides an indication of the airplane's acceleration rate and, likewise, during landing, the airplane's deceleration rate.

In another embodiment of the invention, anti-skid units 12, 14, 16, 18 include an accelerometer 80 for measuring the acceleration rate of the shaft. The accelerometer signal 80 is used to make the anti-skid speed reference 82 (Figure 3) immune to wheel speed variation caused by train displacement and tilt of the bogie. Accelerometer 80 data can also be entered into data collector / interrogator 78.

Referring again to Figure 2, each wheel has a brake wheel 86 and in another embodiment of the invention, a brake torque sensor 84 interfaces with each brake wheel 86. In a preferred embodiment, sensor 84 is a Linear strain gauge that is commonly available from a number of different sources. Brake torque sensor 84 generates data indicating the braking torque being applied to the wheel. Sensor 84 is connected directly to the anti-skid unit 12, 14, 16, 18 and receives an electrical current excitation from the unit. Sensor 84 continuously outputs torque data to the unit for storage in data concentrator 48, 52. Antiskid unit microprocessor 58 includes a torque converter 92 (Figure 3) which converts torque data from torque sensor 84 on brake torque signals.

In another embodiment of the invention, the system includes a tire pressure sensor 94. In one embodiment, the pressure sensor 94 is a wireless passive surface acoustic wave (SAW) sensor 94. The sensor end 96 The tire pressure sensor 94 is located within the tire 98 and provides indicative data of the air pressure within the tire. This data is sent to the anti-skid unit 12, 14, 16, 18 via an RF pulse transmitted by a transmit antenna 88 located within the hub 64. A receiving antenna 90 within the anti-skid unit 12, 14, 16 , 18 receives the data and transfers it to a pressure converter 100 (Figure 3) where it is converted to pressure data. Data collector / interrogator 78 samples pressure sensor 94 to collect pressure data for storage in data concentrator 48, 52. Pressure sensor 94 sampling occurs by transmitting an RF signal from unit 12, 14 , 16, 18 for pressure sensor 94. This RF signal activates the tire pressure sensor 94.

In an alternative embodiment, the pressure sensor 94 includes a passive application specific integrated circuit (ASIC). The ASIC is attached to a capacitive diaphragm to detect tire pressure. The data collector / interrogator interrogation pulse 78 supplies the energy required to operate the ASIC to detect tire pressure and return the signal back to the interrogator via transmit antenna 88.

In another embodiment of the invention, the system includes a brake temperature sensor 102. The temperature sensor 102 may be a thermocouple sensor that is directly connected to unit 12, 14, 16, 18. The sensor end of the brake temperature sensor 102 is located on wheel brake 86 and continuously outputs brake temperature indicative data. Unit 12, 14, 16, 18 receives the data and forwards it to a temperature converter 106 (Figure 3) where it is converted to temperature data for storage in the data concentrator 48, 52.

During airplane landing, the system collects and records anti-skid data, including wheel speed data from wheel speed transducers 65, anti-skid valve command signals 36a, 36b, and acceleration data. axes 80. The system also collects and records data from pressure sensors 94, temperature sensors 102 and torque sensors 84, as well as data relating to aircraft utilization.

When the airplane touches the ground, microprocessor 58 (Figure 3) within each anti-skid unit 12, 14, 16, 18 begins measuring wheel speed data to perform its anti-skid control function as previously described. Wheel speed data is continuously measured via wheel speed transducer 65 as part of this anti-skid control function. As part of the system data collection function, data collector / interrogator 78 periodically samples speed converter 66 and records wheel speed data (wh_sp). For example, wheel speed data can be recorded every second until the plane stops. The data collector / interrogator 78 also receives each of the antiskid control signals (ant-skd) for both normal and alternate valves and records them as a function of time.

Tire pressure data (prs) for each wheel are collected by its associated data collector / interrogator 78 through a periodic sampling of the respective pressure sensor 94. Torque (trq) and temperature (tmp) data ) for each wheel are collected through continuous monitoring of torque sensor 54 and temperature sensor 102 outputs as provided by their associated torque and temperature converters 92,106.

As previously mentioned, data stored in the left and right data concentrators 48, 52 can be accessed through data port 108 (Figure 2). Data port 108 is a radio frequency (RF) data port which includes a transmit antenna 110 and a receive antenna 112. Data from the applicable left and right data concentrator 48, 52 is downloaded to the transmit antenna. 110 along the data bus 114. The data is transmitted to the receiving antenna 112 and downloaded to an external memory device (not shown), for example, a laptop computer hard disk, interfacing with the port. 108. Aircraft operating data provided by the system may be used by aircraft manufacturers and the airline industry to monitor pilot operating and equipment life cycles and thereby improve their operating cost. One of the benefits of the system is that it is compatible with any airplane architecture, be it a remote data hub, an integrated avionics system, or a traditional federated control unit architecture typically found on large commercial airliners.

It will be apparent from the above that although specific forms of the invention have been illustrated and described, various modifications may be made without departing from the spirit and scope of the invention. Accordingly, it is not intended that the invention be limited except for the appended claims.

Claims (10)

1. System (10) for collecting information relating to the operation of a wheel (20, 22, 24, 26) on a hollow axle (56) of a moving vehicle, said system comprising: a wheel speed transducer ( 65); and a data concentrator (48, 52); characterized in that an anti-skid unit (12, 14, 16, 18) positioned on the shaft (56), the anti-skid unit (12, 14, 16, 18) including a processor (58) associated with the shaft (56), a valve anti-skid valve (29, 31) to control wheel deceleration (20, 22, 24, 26) on the axle (56), and an alternative anti-skid valve (38, 40) to control the brake pressure on the wheel (20, 22, 24, 26) on the shaft (56) in the event of the non-slip valve (29, 31) failing to control deceleration (29, 31), the wheel speed transducer (65) being configured to provide wheel speed data for the anti-skid unit (12, 14, 16, 18) and the data concentrator (48, 52) being located within the axis (56) and configured to store operating information including anti-skid unit wheel speed data (12, 14, 16, 18) for a period of time; and radio frequency data port (108) configured to download operation information from the anti-skid unit (12, 14, 16, 18) data concentrator wheel speed data (48, 52), the radio frequency data port (108 ) including a transmit antenna (110) on the axle (56) and a receive antenna (112) on the wheel (20, 22, 24, 26), the transmit antenna (110) being in communication with the anti-skid unit (12). , 14,16,18) and the data concentrator (48, 52) and the receiving antenna (112) being configured to receive transmitted data from the transmitting antenna (110). System according to claim 1, characterized in that the wheel speed transducer (65) comprises a magnetic device (62) associated with the wheel (20, 22, 24, 26); and a sensor device (60) associated with the axis (56) and configured to detect the magnetic field produced by the magnetic device (62) and output signals to the anti-skid unit (12, 14, 16, 18). System according to claim 2, characterized in that the sensor device is located within the axis (56). The system of claim 1, further comprising a tire pressure sensor (94) configured to provide tire pressure data for the anti-skid unit (12, 14, 16, 18), where the tire information Operation include tire pressure. System according to Claim 4, characterized in that the tire pressure sensor (94) comprises a transmission device (88) having a pressure sensor (94) at one end in communication with the tire interior and a transmitting antenna at the other end for transmitting pressure sensor signals; and a receiving device (90) in communication with the processor (58) and adapted to receive signals from the transmitting antenna. System according to Claim 5, characterized in that the pressure sensor (94) comprises a passive surface acoustic wave sensor. System according to Claim 4, characterized in that the sensor is a tire pressure sensor (94) comprising a transmission device (88) having a capacitive diaphragm at one end in communication with the tire interior. a passive application specific integrated circuit (ASIC) having a diaphragm coupled input and a transmit antenna coupled to the ASIC output to transmit the pressure sensor signals emitted by the ASIC; and a receiving device (90) in communication with the processor (58) and adapted to receive signals from the transmitting antenna. A system according to claim 1, further comprising an accelerometer (80) adapted to provide acceleration data to the anti-skid unit (12, 14, 16, 18), wherein the operating information includes the acceleration data. . A method for providing information relating to the operation of a wheel (20, 22, 24, 26) about a hollow axle (56) of a moving vehicle, comprising wheel speed measurement; characterized in that, by providing an anti-skid unit (12, 14, 16, 18) positioned on the shaft (56), the anti-skid unit (12, 14, 16, 18) including a processor (58) associated with the shaft (56), a non-slip valve (29, 31) for controlling wheel deceleration (20, 22, 24, 26) on the axle (56), and an alternative non-slip valve (38, 40) for controlling brake pressure on the wheel (20, 22, 24, 26) on the shaft (56) in the event of non-slip valve (29, 31) failure to control deceleration (29, 31), provision of wheel speed data for the anti-slip unit (12,14,16, 18), storing wheel speed data in a data concentrator (48, 52) positioned on axis (56), the data concentrator (48, 52) being configured to store operating information including wheel speed data from anti-skid unit (12,14,16,18) over a period of time; and providing data access by a radio frequency data port (108) configured to download operating information from the anti-skid unit (12, 14, 16, 18), including data concentrator wheel speed data (48, 52), the radio frequency data port (108) including a transmit antenna (110) on the axis (56) and a receive antenna (112) on the wheel (20, 22, 24, 26), the transmit antenna (110) being in communication with the anti-skid unit (12, 14, 16, 18) and the data concentrator (48, 52) and the receiving antenna (112) being configured to receive transmitted data from the transmit antenna (110). A method according to claim 9, characterized in that the step of storing the wheel speed data in a data concentrator (48, 52) further comprises periodically recording measurements of at least one of tire pressure, brake torque. and brake temperature data.